Multiple carburetor



l atented Nov. 19 19 29 A t mes-swag SIDNEYVALWILSON, or DAVENPORT, IOWA MULTIPLE CARBURETOB Application filed June24,

My invention has reference toj'a' multiple carburetor foruse with internal combustion engines of motor vehicles. Its chief purpose is to provide a variable supply of hydro-carbon mixture to meet the various requirements of the motor under differing demands of speed and power. In the slow action of the motor, as when the'same is in idling speed,

the suction is relatively low, and to supply liquid fuel to the air current under these conditions the fuel must be more readily available. Upon the speed being accelerated this requirement is less, and in the higher speed ranges, where the suction is much stronger the liquid fuel supply may be still more remote.

One of the requirements of the conditions named is that each of the fuel feeds should be independent from the others, and in the present embodiment three distinct ducts or venturi are shown, one for the low speed ranges, one for the intermediate ranges, and one for the high speed ranges. The regulation of the fuel supply is made at the point of dispensation of the liquid fuel into the air currents in the Venturi passages.

In the present invention the fuel supply isunder a dual control, one of which consists in a rotary valve mechanism interposed between the Venturi passages and the intake'manifold, and the other a choke-valve ofa similar character which controls the admission of the air to the Venturi passages. By-the' use of the first-named valve it is possible to change from V one of the fuel feeds to the'other gradually, so that no two thereofwill be operating to full capacity at the same time.' This valve controls the quantity of the flow, whereas the 1 choke valve has to do more with the quality 5 of the fuel supply.

vaporization of liquid fuel in a cold or cool motor is not as complete as in a warmer. motor; hence the necessity of decreasing the air intake and thereby increasing the suction exerted on the fuel nozzles in order to draw enough liquid fuel into the vaporizing pas-f sages or venturi so. that under adverse vapor izingconditions a greateramount of liquid. fuel may be allowed toenter the venturi to compensate for the impaired vaporization "ings, in. which: i 1 v h I I Fig. 1 1s a vertlcal'cro'ss-sectionof theink 1326. Sen'aI No. 118,148.

and establish a combustible gaseous vapor It is desirable that a positive regulation of the air in the venturi shouldbehad, .and inthe present invention the control permits any proportionate amount of air'to be admitted and inthe same relative proportion to each of the venturi; v

Upon the thorough warming. of the motor the liquid fuel may be still further reduced A by the admission of air into the venturi at a point beyond the liquid fuel nozzles. This is accomplished by'means of an auxiliary air, passage for each venturi communicatmg with the 'ma1na1r valve and casing therefor.

These auxiliary passages are of relatively '65 I small size, and are also proportioned to the capacity of the several vent'uri with which they connect. it v 1 Another feature of the invention consists I in having the Venturi tubes separate from the T carburetor casing, and removable'therefrom. This makes it possible to install tubes of different capacities toconform to the require; ments of differing typesof engines, and with a greater or less amount ofstricture to the introduction of air into the 'vaporizing cham-' her. This is desirable in order to insure a perfectly combustible ,mixture of air and liquid fuel for the various types and styles of engines, as the relation of the diameter'of the cylinder to the length of stroke of the piston and the relative engine speeds of dif ferent motors determine the proportions betweenthe Venturi tubes and the liquid fuel nozzles therein. I I. i

The above named and other features and advantages of the invention will more fully appear from the following. specificatioin-referencebeing had to the accompanying drawvention centrally of the "intermediate feed tube. 1 j v a Fig; 2 is an end view of the valve casing 13. 5 Fig. 3 is a similar view through the lowspeed feed tube. r t i Fig. 4 is a similar viewthrough the high. speed feed tube. 1

Fig. 5isa detail of the upper part of the nozzle 20. a f V ed I V Fig. 6 is a cross-section on the broken line 6-6 of Fig. '5. i Fig. 7 is a vertical longitudinal section on the broken line 7-7 ,of Fig. 1.

Fig. 8 is a horizontal section on the broken line 88 of Fig. 4.

Figs. 9 and 10 are companion views of the casing 13 and valve 12 as the same appear when projected ona flat plane.

Figs. 11 and 12 are similar views of the casing 31 and valve 32. t v V Fig. 13 is a detail in medial section of the control device for the valve 32.

Fig. 14 is an end View of the casing 31.

The same parts are indicated by corre-' spending reference characters throughout the ev ra figur s shape therewith.

provided with an opening 14 in communica-- tion with. a tachmentftothe intake manifold of an in- ,teitnal combustion engine;

:The reference number indicatesra casing, atthe lower end'of which 1s a base 2, contaln ng a channel 3, 1n communication through a passage 4: with a float chamber connection 15, adapted for 'at i The tube 7 is provided with a passage 16, of greater capacity than that of the passage 9, inthelower end of which passage 16 is a nozzle. 17, also communicating with the channel. 3. The upper end, of the passage is adapted 'forregistry with an opening 18 in the. valve'12.v I

The tube 8' is provided witha passage 19. olfirelatively maximum capacity, containing a nozzle 20 communicating at its lower end with the. channel The upper endof said passage adapted to register with an opening-1'21; in the valve 12, positioned oppositely to'the opening it therein. The upper end of the nozzle. 20- is littedwith a valve 22 on they end of a ro.,d"23,extending downwardly through the nozzle, and having a threadedengagementwith a nut 2 1, fixed in the lower part of the nozzle, whereby, upon the rod beingrotatetd, the position of the valve can befajdjusted, to regulate'the amountof liquid I (fuel passing therethrough. The lower endv of the rodv 23is fitted witha Ithumb-turn 25,

means of which it may be rotated. Near the upper end of the rod 23 is a guide 26,

provided; with openings 27 for the passage of theif uel. Said guide insures the proper.

positioning of the valve at alltimes.

In theoperationof the motor with which Said valve is. also the carburetor is connected liquid fuel is supplied to the float chamber 5 from a source of supply, from which it is drawn into the Venturi passages in the usual manner. The;

intake openings 11, 18, and 21 of the valve 12 are in staggered position, as shown in Fig; 10., so that no two thereof will be registry with the corresponding passages 9',-16,'and 19 at the same, time. The arrangement is such, however, that as one of the passages is closing the nextone begins to open, and the feed of fuel vapor merges gradually from one into the-other. For example, when the engine is running on the lower speeds the passage 9 isopen, as shown in Fig. 3,the other passages being closed. At this time the outlet passage 14 in the valve 12 ijs'also closed, except fora thereof. When it is desired to increase the speed the valve is rotated to open the passage small portion of the/tapered extension 28 16, as shown inFig. 1. As'the passage?) starts to, close the edge of the opening 18 is moved. beyond the edge of the opening 16, and the movement of the fuel is shifted from the passage 9 to the passage 16. Themove' ment of the yalve results in the opening of the extension 28 to a greaterextent, to accommodate the increased volume of gas. In passing. to the higherspeeds the Opel:- ation is repeated, at further rotation of-the valve 12 causing the closing of the passage 16 and theopening of the passage 19, the 010s ing of one andopening of the other being blended as in the former case. This move ment also serves to fully open the outlet 14k to provide for the increased volume of fuel vapor. f i v m v The valve 12 is provided at one ofits ends with a stem 12, to which is attached a'lever v 29, by means of which the valve may be rotated, by a wire or other means attached to the lever. In its closing operation thelever action is'limited by a set-screw 29 in an ear 13 projected from the casing 13. the adjustment of said set-screw thelowest speed of the engine can be regulated. f

tablished speeds of the motor 'is provided by the. above described mechanism with an independentfeed channel, each entirely- S613;- aratefrom the others,so. that the supply of fuel will: at no time be entirely'shutoff when the engineis in operation. It will also be noted that the outlet for the fuel vapor is always proportionate to the admission of such vapor to the valve, so that there is'always free action'ofthe vaporiinto' the'engine.

It will be observedthat each of the es-s When the passage 19-15fully opened. the

tapered, extension of opening'll'will he closed, asapp'ears in Figlt, but the capacity of said opening is somewhat greaterithan that of-the inlet. In the drawingsthe;passages 9, 16, and 1 9 are shownopento auteur p r areeity. but t ii l be nd st d that the.

flow through any one of said passages can be reduced to 'any desired extent.

Fixed to one side of the casing 1 is a casing 31 of cylindrical form, in which is rotatably mounted a cylindrical valve 32, in which is anopenin'g 33, (-Fig. 3) adapted to communicate with a passage 34 leading into is of an elongated tapered form, as shown in Fig. 12, so that the admission of air therethrough to the passage 9 is gradually increasing, as the valve'12 is turned in the proper direction. The admission of the air is thereby. proportioned to the needs of the passage 9, in connection with the control of the valve 12. When the large end of the opening 33 is in register with the passage 34 said opening is at itsmaximum capacity,

' and when this point is reached the opening 38 is brought into register with the end of the passage 37, permitting an additional movement of air upwardly through said passage and into the upper part of the pas sage 9. The opening 38 is also tapered, so as to open gradually. The introduction ofthe current of air into the passage 9 tends'to lessen the amount of suction therethrough and decrease the fuel flow. The valve 32 and casing 31 are open at one end, to permit the free entry of air thereto. i The valve 32 also has an'opening 39, adapted for registry with a passage 40, leading into the lower part of the passage 16 (Fig. 1). This opening is also tapered, so as to allow a gradually increased movement of air into the passage 16. Leading into the upper part of the passage 16 is a perforation 41, similar to the air-bleed 35, and controlled bya thuml turn 42. From said perforation a passage 43 extends downwardly into the casing 31, adapted to register'withvan opening 44in the valve 32. .This'opening is also'uncovered' when the opening 39 is at its maximum capacity, and places a check on the action of the fuel through the passage 16'. q

The valve 32 is also providedwith arelatively larger opening 45,.for communication with a passage .46; into the passage :19. The

upper part of the'passage'19 is also capable of communication with the valve 32 through a passage 47 extending from the upper part of the passage 19 to the inner wall of the casing 31, and through an opening 48 into said valve.

. (Fig. 1.) The passage 47 is also opened when the passage 19 is at its maximum capacity, and the action thereof is similar to that of the first-named auxiliary passages. The

opening is elongated somewhat so that itsv full capacity will be, retained after the vent 48 is fully opened. 7 v I The air bleed channels are provided for the smaller venturi only, the liquid fuel supply to the passage 19 being controlled at the end of the nozzle 20 by thevalve 22. The two smaller nozzles have the same capacity as the channel 3 to within a short distance of their discharge ends, at whichpoint they are bored to accurately regulate the amount of fuel which may be necessary to establish a combustible vapor with the admittedvolume of air. r

The casing 1 is preferably attached to the base so as to be readily detachable therefrom,

in order thatthe Venturi tubes can be removed, and replaced with'others of different capacity, if desired. y Y

The choke valve may be operated-by means of the mechanism shown in Fig. 13, wherein 50 represents a circular plate which may be fixed to the dash-board or other convenient part of a motor vehicle, s'aidp'late having a threaded hub to receive an internally thread: ed disk 51. Passing through said disk and plate is a tube 53 provided on its outer end with a knob 54 by means of which the tube may be moved in or out; Secured to said tube is one end of a wire 55., theoth'er end of which i i is attached to an arm 56 fixed to a stem 57v projectingfrom'one end of the valve 32. The

movement of said arm in one-direction is screw 58 provides for a variation in the air feed to the'lowest practical degree. By pushing the rod 53 inwardly the arm 56 is actuated to turn the valve in a direction'to open the passages in the lower, part of the casing 1, permitting the desired amount of air to. enteigsai'd passages. When the disk 51* is in the position shown in 12 theknob 54 Wlll beheld outwardly at apoint which prevents the opening of the. auxiliary passages 37, 43, and 4'2, b-utby giving'a partial rota-- tion, to said disk inwardly an additional movement of the knob and w re 55 is permitted, sufficiently to uncover the lower-ends of said passages, asshown'in F1 gs. 1, 3, and-4.

Byreason of the form'jof the openings 33,

39, and 45 in the valve 12, and the arrangement thereof, a perfect control of the admis sion of the air to the carburetor'can be had at all times, and proportionate to the de 'mands of theengine. W hen the valve is" my tatcd'so as to bring the point of the opening" 3 3'into play with the passage 34'th'e point of the opening 39 will also'beregist'ering. with the end of the passage 40, and one edge of the opening ,45 will be entering-the rim of the entrance to the passage 46. lin'Figuresll and 12 the openings and passages are shown in relative positions wherein they would be fully opened, and the same is true of the openings 38, 44, and 48, and auxiliary passages 87, 43, andflf.

When the engine 1s being started the fuel demand is greater, or the availability of the fuel is more requisite, and to provide therefor V the valve 32 is turned to limit the air supply to-the lower ends ofthe venturi. As the engine warms up, and the liquid requirements 1 are less the air colume is increased, until it reaches the :maximum amount. This will correspondingly reduce the fuel consumption, and will obtain in any position that the throttle valve 12 may be in. When the engine is working at full air'capacity and it is desired to reduce the suction through the venturi and further reduce the fuel consumpfrom, this is accomplished by opemng the auxiliary passages leading to the upper parts of the fuel ducts, as hereinbeforeset forth. Said auxiliarypassages are also proportioned to the sizes of the several Venturi passages withiwhich they connect. V

1Yl1ile the invention is set forth herein as embodying a compound or multiple form of carburetor, it in effect embraces three distinct' carbureting devices, each designed for a particular range of speed of the engine, each provlded with independent fuel control and airsupply devices, and with auxiliary air control, all proportioned to the demands of the carburetor unitsto which they pertain, so The only as to conform perfectly thereto. way in which the several carburetmg dev ces unite ism the blending of the fuel feeds thereof when shifting from one to the other. By

5- fuel supply, two or more Venturi passages in said casing, liquid .fuel nozzles in said passages having capacities proportioned to the sizes thereof, a rotary valve at the discharge ends of said passages, provided with an out letand openings for independent communi} cation with said passages, so arranged thatjno two of them will be in: full operation at, the

same time, and arotary air valve having 0. enin s communicatin with the lower ends of said 'Venturi passages, and capable of furnishing an; thereto in proportlonto the vary ing demands of a. motor with which said carburetor' ma-y be connected.

2. In a multiple carburetor, a casing adapted for communication with a liquid fuel supply, two or more Venturi passages in said casing, of varying capacity, a rotary air throttle valveadjacent to said casing and adapted for 1 independent communication with the lower ends ofsaid passages, and auxiliarv air pas-v I capable of varying the fuel vapor supply through said passages for the requirements of various speed ran es, a rotary air throttle valve having openings adapted for communication with the lower ends of said passages, to furnish currents of air thereto proportioned to the various speedrequirements of the carburetor, and auxiliary air passages connecting said last named valve with the upper ends of said Venturi passages, also having a capacity proportioned to the various compliances of the carburetor to the speed requirements. 1

p 4. In a multiple carburetor, a casing, a plurality of Venturi'passages of varying capac-v ity therein, and nozzles in said passages in communication with a source of liquid fuel supply, and suited to various speed requirements, air bleed openings for the upper ends of said passages, and means for control there of, a'rotary air throttle valve adjacent tothe lower ends of said Venturi. passages, and provided with openings for communication therewith, to provide currents of air thereto in proportion to the fuel requirements of the carburetor, and auxiliary air passages be-- tween said valve and the upper ends of said- "venturi, the capacities of which are propor- .tioned to the direct air supply thereto,

5. In a-multiple carburetor, a casing adaptedfor communication with a liquid fuel supply,Itwo or more Venturi-passages therein, a

rotary air throttle valve adjacent to said casing, hav1ng openings adapted for communication w th the lower ends of said pas-.

' sages, auxiliary air passages adapted to con-.

nect said valve with the; upper ends'of said Ventur1 passages,means for actuating said valve, and means for'li m ting the movement thereof so as not toope'n said auxiliaryair assap'es exce t asdesired. l

In test mony whereof Iaifix: my signature.

SIDNEY A. wrLsoN. 

